Antidetonation system



Sept, 2Q, 349. R. w. YOUNG ETAL ANT IDETONAT ION SYSTEM Filed Oct. 21, 1944 v 3 Sheets-Sheet 1 FUEL INVENTOR3 TTUNE 3 Sheets-Sheet 3 WATER ANTIDETONATION SYSTEM L A m G N U 0 Y w R Filed Oct. 21 1944 AT-TURNEY FuEL Patented Sept. 20, 1949 UNITED STATE S. PATENT OFFICE ANTDETONATION SYSTEM York Application October 21, 1944, Serial No. 559,74

This invention relates to internal combustion engines and is directed to a method of operating an internal combustion engine and to means for inhibiting detonation of such engines at high power outputs.

The maximum power available from an internal combustion engine generally is limited by detonation of the engine and it is known that the range of detonation-free engine power of an internal combustion engine can be increased by the addition of liquids such as water and/or alcohol into the engine induction system. However, e. g., in the case of an aircraft engine, as the altitude of engine operation increases, a point is reached where, because of the low density of the air, it is no longer possible to supercharge the engine intake charge suficiently to reach the maximum limit of detonation-free power. In other words, at high altitudes, the maximum engine power is limited by the low density of the air rather than by detonation within the engine. Accordingly, it has been proposed to carry a separate supply of oxygen along with the aircraft and to introduce this oxygen into the engine induction system at high altitudes when more power is desired. However, it has been found that increasing the percentage of oxygen in the air supplied to the internal combustion engine in this manner substantially decreases the range of detonation-free power of the engine. Therefore, it has not proved possible to increase the maximum available engine power at high altitudes by adding oxygen as such to the air supplied to the engine. However, applicants have found that the addition of nitrous oxide (N20) into the engine induction system supplies oxygen for combustion within the engine thereby permittin a substantial increase inengine power without increasing the engine manifold pressure, and at the same time the addition of N20 into the engine induction system increases the detonation-free power range of the engine. Accordingly, it is an object of this invention to provide means for selectively introducing N20 into the engine induction system, particularly for limited periods of time.

15 Claims. (01. 123-119) the range of detonation-free engine power is greatly increased by the addition of H2 into the engine induction system. Accordingly, it is a further object of this invention to provide means for injecting H2 into the engine induction system at rich fuel mixtures.

Although the addition of Hz to the engine induction system increases the range of detonationfree engine power, injection of H2 will not help above altitudes at which the maximum engine power is limited by the small amount of oxygen available rather than by detonation of the en gine. Accordingly, it is a further object of this invention to inject H2 into the engine induction system in conjunction with N20 which supplies the added oxygen needed at high altitudes.

Injection of N20 into the engine induction system not only inhibits detonation of the engine but also supplies the engine with added oxygen for combustion since this compound is quite unstable and breaks down into its elements within the engine. Accordingly, it is a further object of this invention to supply extra fuel to the engine simultaneously with the introduction of N20 and to properly proportion this extra fuel and N20. Similarly, when H2 is introduced into the engine, extra air or oxygen are added to burn this H2. To this end the ratio of the normal engine fuel to air supply is decreased thereby leaving air to burn the H2.

Although the introduction of H2 or N20 or a combination thereof permits high power engine operation without detonation. the engine will run i considerably warmer at these high powers.

Applicants have also found that the addition of hydrogen (H2O) into the engine induction system at rich combustion mixtures greatly increases the range of detonation-free engine power. It is 'Therefore, it is a further feature of this inven tion to introduce water or some other suitable liquid into the engine induction system in combination with the introduction of H20 or N20, the subsequent vaporization of the water or other liquid being'operative to cool the engine.

Other objects of this invention will become apparent upon reading the annexed detailed description in connection with the drawing in which:

Figure 1 is a schematic view of a system for selectively introducing N20 into an internal combustion engine;

Figure 2 is a schematic, view of a system for selectively introducing H2 into an internal comknown that the injection of H2 to inhibit detona- 5o bustion engine; I

.tion has been tried in the past, but as far as applicants are aware, such attempts have all been failures because H2 has been introduced at relatively lean fuel mixtures. However, appli- Figure 3 is a modification of Figure 1;

Figure 4 is a graphical representation of the increase in detonation-free power resulting from the addition of various percentages of N20 and cants have found that with rich fuel mixtures, H2 at varying fuel mixtures;

Figure schematically discloses means for introducing water into the engine; and

Figure 6 is a schematic view illustrating a combination of the systems of Figures 1 and 2.

Referring first to Figure 1, a conventional radial cylinder internal combustion engine is illustrated at H) and comprises a plurality of radially disposed cylinders I2 and a supercharger I4 driven by the engine. The air for the engine induction system istaken in. through an air scoop I6 and passes through a carburetor I8 which proportions thereto the regular or normal engine fuel which is fed under pressure to the carburetor I8 through conduit 28. The combustion air passes from the carburetor through an air intake duct or so-called carburetor adapted 22 to the intake of the supercharger I4 which delivers the combustion air to an annular intake manifold 24 from which the air is fed to the various engine cylinders through intake pipes 28. The regular fuel supply 28 controlled by the carburetor I8 may be injected into the engine induction system at the carburetor or, as in a so-called fuel injection system, directly into the engine cylinders. The structure so far described is quite conventional.

N20 is stored in a container 38 at a pressure sufiicient to maintain it in a liquid state, e. g., 600 lbs. per square inch. A conduit 32 having a restricted orifice 34 connects the container 38 with the intake manifold 24 through. a valve 36. The

added fuel required by the N20 preferably is simi-.

lar to the fuel supply 28 but is stored in a separate container 38 and a conduit 48 having a restricted orifice 42 connects the conduit 38 with the engine intake manifold 24 through a valve 44. A conduit 48 interconnects the top of the containers 38 and 38 whereby they are maintained at the same pressure. With this construction, the N20 and its fuel are both under the same pressure and by providing orifices 34 and 42 of proper relative size, the proper proportion of N20 and additional fuel will be introduced into the engine. Preferably, conduits 32 and 48 terminate at the intake manifold 24 in a plurality of suitable discharge nozzles 33 and H symmetrically disposed about the intake manifold 24. Valves 36 and 48 may be controlled by solenoids 48 and '58 respectively, whereby they may be simultaneously operated from a remote point. Also, these valves 36 and 44 preferably are of the pressure regulating type, that is, they maintain a substantially constant discharge pressure, whereby the rate of flow through conduits 32 and 48 is substantially independent of the quantity of N20 and fuel remaining in containers 38 and 38 respectively.

It has also been found that introduction of H2 into the engine induction system at rich fuel mixtures greatly increases the range of detonation-free power available from the engine. When H2 is introduced into the engine it is necessary to also provide air for the combustion of the H2. Figure 2 schematically illustrates such a system.

Figure 2 discloses the induction system of Figure 1 including the. air scoop I8, intake air duct 22 and supercharger I4, but a carburetor 68 disposed within the dashed outline has been substituted for the carburetor I8 of Figure 1. In addition, Figure 2 discloses means for regulating the quantity of Hz introduced into the engine. The carburetor 88 includes a housing 82 having a pair of flexible diaphragms 84 and 88 extending thereacross and respectively defining therewith a pair of end chambers 68 and 18. A rigid intermediate 4 partition 12 extends across the housing 82 and with the flexible diaphragms defines a pair of intermediate chambers 14 and I6. A slide valve 18 extends through the partition I2 and connects the flexible diaphragms 84 and 88 for joint movement. A small flexible diaphragm 18 provides a seal between the slide valve I8 and partition 12.

The end chambers 68 and I8 are respectively connected by conduits 88 and 82 to the throat and barrel of a venturi 84 in the air intake duct such that the outer sides of the flexible diaphragms are subjected to a pressure differential proportional to the engine intake air flow for urging the valve 18 to the right as viewed in Figure 2. The normal engine fuel is admitted under pressure to the intermediate chamber 16 through conduit 86 and thence to the intermediate chamber I4 through a restricted orifice or orifices of a mixture control device 81 hereinafter described. The slide valve 18 is hollow and extends through a dome-like chamber 88 within the intermediate chamber 14. Fuel is admitted through openings 88 into the interior of the slide valve 18 from the intermediate chamber 14 and thence into the chamber 88 through metering openings 92 from which the fuel discharges into the airstream, through the discharge nozzle 84. With this construction, the fuel pressure within the intermediate chambers I4 and 16 subjects the inner sides of the flexible diaphragms 64 and 66 to a pres sure differential proportional to the fuel flow to balance the pressure differential acting on the outer sides of the flexible diaphragms. Thus, the fuel pressure and air pressure differentials acting on the flexible diaphragms 84 and 58 are effective to position the slide valve 18 so that the valve openings 92 meterthe fuel flow in proportion to the air flow. Compensation for variation in the density of the air with altitude may be obtained by adjusting the venturi 84, e. g., as disclosed in application Serial No. 492,188, filed by F. J. Wiegand et al. on June 23, 1943 and now abandoned. e

The mixture control device 81 comprises a housing 94 having a pair of parallel fuel passages 86 and 98 with restricted orifices I88 and I82 respectively. A mixture control disc I84 is providedwith openings (not shown) such that fuel is admitted from intermediate chamber 18 through passage I86 and thence either through both restricted orifices I88 and I82 or only through restricted orifice I 82 to the intermediate chamber I4 through passage I88 depending on the rotative position of the disc I84. With this arrangement, with both orifices I88 and I82 open to fuel flow, the carburetor operates to provide a rich fuel mixture, whereas with restricted orifice I88 closed, a relatively lean fuel mixture is provided.

The carburetor I8 illustrated in Figure 1 may be similar to the aforedescribed construction of carburetor 68. In addition, in Figure 2, a restricted orifice H8 and a serially disposed valve H2 are arranged in parallel with restricted oriflce I82. With this arrangement, when valve I I2 moves in a closing direction, the mixture control device 81 offers an increased resistance to the fuel flow therethrough and therefore a smaller fuel flow will produce the necessary fuel pressure differential between chambers I4 and 16 to balance the air flow pressure differential. Thus movement of valve H2 in a closing direction results in a decrease-in the rate of fuel flow through conduit 86 relative to the air flow. The valve I I2 is supported .by a flexible diaphragml and is urged to a normal open position by a spring 6. As hereinafter described, the valve II 2 is automatlcally closed upon the introduction of H2 into the engine, thereby decreasing the rate of fuel supply into the engine through conduit 86 relative to the rate of air supply, the excess air burning the H2.

The H2 is stored in a container II8 Preferably at pressures in excess of 2,000 lbs. per square inch. The H2 in container H8 is connected through a conduit I20 and a valve I22 to a proportioning device I 24 which may be quite similar to the carburetor 60; The valve I22 is opened in response to energization of solenoid I26 and like valves 36 and 44 of Figure 1, preferably automatically maintains a substantially constantdischarge pressure. From the proportioning device I24, the H2 flows through a conduit I28 and thence through suitable discharge nozzles I30 into the annular intake manifold I24. Preferably a plurality of nozzles I30 are provided and these nozzles are symmetrically disposed about the manifold 24. Also a conduit I32 establishes communication between the conduit I20, downstream of the valve I22 and the rear side of the flexible diaphragm II 4 whereby when the valve I22 is opened to introduce H2 into the engine, the H24 pressure is transmitted to the rear side of H2 introduced into the engine can be made equal to that required to burn the additional fuel supplied through conduit 86 prior to the introduction of the H2.

It has also been found that such gases as N: and 002 when introduced into the engine induction system, also inhibit detonation particularly at relatively lean fuel mixtures. Obviously the sysdiaphragms II4 to close valve II2, the other side of diaphragm I I4 being connected to conduit I28.

The proportioning device I24 comprises a housing having a pair of fiexible diaphragms I34 and I36 extending thereacross and defining therewith a pair of end chambers I38 and -I40. A fixed partition I 42 between the flexible diaphragms I 34 and I36 defines therewith a pair of intermediate chambers I44 and I46. A slide valve I48 extends through the partition I42 to connect the flexible diaphragms together for joint movement.

The conduit I from the H2 container opens into the intermediate chamber I44 from which H2 flows through a restricted orifice I50 to the intermediate chamber I46. The intermediate chamber I46 is provided with dome-like discharge chamber I52 through which the valve I48 is adapted to be moved by the diaphragms I34 and engine induction system. The H2 pressure differential produced by the orifice I50 acts against the inner sides of the flexible diaphragms I 34 and I36 and, is balanced against an air pressure differential acting against the outer sides of the flexible diaphragms I34 and I 36 which respectively are in communication with the throat and barrel of the venturi 84 through conduits 82 and With this arrangement, when the H2 control valve I22 is closed, the carburetor 60 operates to meter the regular engine fuel in proportion to the air flow in the conventional manner, the position of the mixture control disc I04 determining the fuel-air ratio.When the valve I28 is opened to introduce H2 into the engine, valve H2 closes to reduce the ratio of the rate at which fuel is supplied through conduit 86 relative to the rate of air flow, and at the same time the regulating device I24 automatically controls the quantity of H2 introduced into the engine. By proper selection of the size of the metering orifices I00, I02, I I0 and I50, the quantity of air used to burn the tem of Figure 2 may be used for introducing N: or 002 instead of H2 into the engine. However, since N2 and C02 unlike H2 are non-combustibles when the system of Figure 2 is used for introducing N2 or CO2, the valve H2 is not provided.

' The system of Figure 2 may also be modified for the introduction of N20 into the engine instead of H2, but the operation of valve I I2 would have to the oxygen introduced into the engine by. the

N20. This arrangement eliminates the special fuel container 38 of Figure 1.

Also, the N 0 may be metered in proportion to extra fuel supplied through a conduit branching off from the regular fuel supply. Figure 3 illustrates such a system. As in Figure 1, the carburetor I8 automatically operates to vary the normal or regular engine fuel supplied under. pressure through conduit 20 in proportion to the rate of air fiow through the air scoop I6 and intake duct 22. However, instead of providing an extra fuel container as in Figure 1, the additional fuel supplied with the N20 is fed through a branch conduit I60, having a restricted orifice I62 and discharging into the air intake duct 22. A suitable proportioning device I64 uses the fuel pressure differential across the restricted orifice I62 to meter the N 0 in proportion thereto. The proportioning device I64 may be similar to the prostruction, when valves I12 and I14 are opened,

N20 and extra fuel in proportion thereto are introduced into the engine, thereby increasing the detonation-free power range of the engine.

It is also desirable to introduce H2 and N20 simultaneously into an engine induction system. This may be accomplishedby combining the systems of Figure 1 or 3 with that of Figure 2, that is, by replacing carburetor I8 in Figure 1 or 3 with the carburetor 60 and the H2 proportioning device I24 of Figure 2 or conversely by adding the N20 control of Figure 1 or 3 to Figure 2. With either of these combinations when the solenoid valves are opened, the regular fuel H2, N20, and air are all introduced into the engine induction system in proper proportions. Figure 6 illustrates such a combination of Figures 1 and 2. In this figure, H2 and the regular engine fuel are introduced into the engine under control of the apparatus schematically represented at I15, this apparatus being similar to that illustrated in Figure 2. Thus H2 is introduced into the engine intake manifold through a conduit I11. In addition in Figure 6, N20 and additional-fuel are introduced into the engine intake manifold in a manner similar to 7 that illustrated in Figure l, the N20 and fuel being supplied through conduits I19 and I8I respectively.

The addition of N20 to the engine induction system not only increases the range of detonation-free power available, but in addition, because of the oxygen introduced into the engine by the N20, it is possible to increase the engine power merely by adding extra fuel without any increase in the engine intake manifold pressure. This latter feature is particularly important at high altitude operations where the maximum available engine power is limited by the low density of the surrounding atmosphere rather than by detonation of the engine. The eilect of the addition of H2 into the engine induction system is quite un expected because at relatively lean fuel mixtures the range of detonation-free power is greatly reduced by the addition of H2. However, when H2 is introduced into the engine at relatively rich fuel mixtures, the range of detonation-free engine power is greatly increased. Accordingly, H2

should only be introduced into an internal com-- bustion engine at relatively rich fuel mixtures, the necessary richness of the fuel mixture depending largely on the percentage of H2 introduced. Thus in Figure 2 the fuel mixture control disc Hi l is adjusted for a rich i'uel mixture prior to opening valve I22.

The efi'ect ofthe introduction of H and N20 7 into an internal combustion engine is graphically illustrated in- Figure 4. As indicated, in this fig ure the heavy curve illustrates the upper limit of the detonation-free power range with variation in the quality of the fuel mixture of a particular internal combustion engine operating on a normal gasoline engine fuel. The other curves of Figure 4 illustrate the upper limit of the detonation-free power range of this engine when various amounts of N20 or H2 and a combination of N20 and H2 are introduced into the engine equal to the indicated percentages of the weight of the airflow. As is apparent from the curves, both N20 and H2 and their combination 'when introduced in the engine, increase the range of detonation-free power of the engine except at lean fuel mixturesand the larger the quantity of N20 or H2 introduced, the larger is the increase in the range of detonation-free power of the engine. However,

' in the case of H2, if, e. g., there is more than 30% excess fuel (indicated at I30 along the horizontal axis of the curves) then the introduction of Hz equal to 0.5% of the weight of the airflow results in a very great increase in the detonation-free power range of the engine. If the percentage of H2 introduced is increased, the fuel mixture must be made even richer, but the increase in the range of detonation-free power of the engine is even larger.

v When the engine is operating at the high powers permitted by the introduction of an antidetonant such as H2 or N20, then the operating temperature of the engine may rise appreciably. In order to reduce this temperature, a liquid such as water may be introduced into the engine cylinders, the head absorbed in vaporizing the water thereby helping to reduce the engine operating temperature, To this end the arrangement of Figure 5 is provided for introducing water into the engine. A water supply tank I88 is connected to a. discharge conduit I82 having a serially disposed pump I84 and a valv I86. The conduit I82 terminates in a suitable nozzle (not shown) in the'engine intake duct 22 upstream of the supercharger I4. The pump I84 is drivably connected to an electric motor I88 and the valve I88 is adapted to be opened by a solenoid I90. The electric motor I88 and solenoid I88 are connected in parallel with a source of electric energy I92 and a switch I94 such that closure of the switch eflects operation of the pump I84 and simultaneously opens the valve I88. The switch"'I94 is controlled by a bellows I96 and a conduit I98 is connected to the interior of this bellows. With the system of Figure 1, the conduit I98 is connected to conduit 32 between orifice 34 and valve 35, whereby when N20 is introduced into the englue, the pressure of the N20 is eflective to close the switch I94 to effect a simultaneous introduction of water into the engine. Similarly with the system of Figure 2 or 3 the pressure of the H2 or N20 introduced into the engine may be used to expand the bellows I96 and close the switch I 94 for efiecting the introduction of water into the engine.

At this point it should be noted that where no air is available or the air supply is inadequate, the N20 may furnish all the oxygen for combustion of the engine fuel. Also, other unstable compounds of nitrogen and oxygen may be used, e. g., nitrogen dioxide (N02). Also, it should ,be apparent that it is within the scope of this invention to provide means other than that herein specifically disclosed for providing the extra fuel or oxygen when N20 or H2 are introduced into the engine.

While we have described our invention in detail in its present preferred embodiment, it will be obvious to those skilled in the art, after understanding our invention, that various changes and modifications may be made therein without departing from the spirit or scope thereof. We aim in the appended claims to cover all such modifications.

We claim as our invention:

1. In combination with an internal combustion engine, means operative to supply a first fluid containing oxygen and a second fluid containing comhustibles to said engine, and means operable to effect introduction of a third fluid into said ongine, said third fluid inhibiting detonation within said engine and supplying oxygen for combustion within said engine.

2. In combination with an internal combustion engine, means operative to control the engine fuel-air ratio, means for supplying a fluid into said engine, said fluid upon introduction into said engine inhibiting detonation therein and supplying oxygen for combustion therein, means operable to efiect introduction of said fluid into said engine, and means operable simultaneously with said introduction to increase the engine fuel-air ra 1o.

3. In combination with an internal combustion engine, means operative to supply a first fluid containing combustibles and a second fluid containing oxygen to said engine in desired ratio, means operable to efl'ect introduction of a third fluid into said engine, said third fluid inhibiting detonation within said engine and supplying oxygen for combustion within said engine, and means automatically operative during said introduction to increase the ratio of the combustibles to said second fluid supplied to said engine.

4. In combination with an internal combustion engine having means for controlling the engine fuel-air ratio, means operative to effect introduction of nitrous oxide into said engine, and means to eifect an increase in the engine fuel to air ratio during said introduction.

5. In combination with an internal combustive to effect introduction of an unstable compound of nitrogen and oxygen into said engine, and means to simultaneously effect an increase in the engine fuel to air ratio.

6. In combination with an internal combustion engine, means operative to proportion an oxygen containing fluid and a combustible containing fluid for said engine, means operative to effect introduction of a second combustible containing fluid into said engine, said second fluid being effective to inhibit detonation of said engine, and means automatically operative to decrease the ratio of said first combustible fluid to said oxygen containing fluid during said introduction.

'I. In combination with an internal combustion engine having means to control the fuel-air ratio, and means for effecting the introduction of hydrogen into said engine at a fuel to air ratio which is sufllciently high that the introduction of hydrogen increases the detonation-free power range of said engine.

8. In combination with an internal combustion engine having means to control the ratio of the rate of supply of normal engine fuel to the rate of supply of air to said engine. means for effecting the introduction of hydrogen into said engine, and means operative simultaneously with said hydrogen introduction to eifect a decrease in said ratio.

9. The method of operating an internal combustion engine comprising the steps of providing said engine with a rich fuel mixture and of introducing hydrogen into said engine, said fuel mixture being sufficiently rich that said introduction of hydrogen increases the detonationfree power range of the engine.

10. The method of operating an internal combustion engine comprising the step of simultaneously introducing hydrogen and an unstable compound of nitrogen and oxygen into said engine in addition to the normal engine fuel and air supply. 7 11. In combination with an internal combustion engine, a supply of normal engine fuel, means operative to control the introduction of said normal engine fuel and air into said engine, and means operable to eflect the introduction of nitrous oxide and hydrogen into said engine in addition to said fuel and air.

12. In combination with an internal combustion engine, a supply of normal engine fuel.

means operative to control the'introduction of said normal engine fuel and air into said engine, and means operable to effect the introduction of hydrogen and an unstable compound of nitrogen and oxygen into said engine in addition to said fuel and air, and means to automatically control the ratio of the fuel and hydrogen to the air and said nitrogen compound supplied to said engine. p

13. In combination with an internal combustion engine, means to supply a first fluid containing oxygen and a second fluid containing combustibles to said engine, means to effect introduction of a third fluid into said engine, said third fluid inhibiting detonation within said engine and supplying oxygen for combustion within said engine, and means for introducing water into said engine during introduction of said third fluid.

14. In combination with an internal combustion engine having means for controlling the engine fuel-air ratio, means to effect introduction of an unstable compound of nitrogen and oxygen into said engine, means to increase the engine fuel to air ratio during introduction of said nitrogen compound, and means to introduce water into said engine during introduction of said nitrogen compound.

15. In combination with an internal combustion engine having means to control the fuel-air ratio, means for eflectingintroduction of hydro gen into said engine at a fuel to air ratio which is suff ciently high that the introduction of hydrogen increases the detonation-free power range of the engine, and means for introducing water into said engine during said introduction of hydrogen.

RAYMOND W. YOUNG.

GEORGE H. KELLER.

REFERENCES CITED The following references are of record in the flle of this patent:

UNITED STATES PA'I'ENTS Number 

